Crossing signal



Jan, 20. G. W. COMPTON CROSSING SIGNAL lNVENTOR ATTORN EY W w i W Jan. 20. 1925. 1,523,862

G. W. COMPTON cnossme SIGNAL Filed Dec. 15,. 1925 2 Shuts-Sheet 2 Q a f 3 w v) H i Q Q N Q q 5 '5 w Y @K 1 i fisu'ron WITNESS:

Patented mtan. 20, 1925..

UNITED STATES GEORGE W. COMPTON, 0F POTEET, TEXAS.

CROSSING SIGNAL.

Application filed December To all whom it may concern:

Be it known that I, Gronen -W. COMPTON, a citizen of the United States, residing at Poteet, in the county of Atascosa and State of Texas, have invented new and useful Improvements in Crossing Signals, of which the following is a specification.

This invention relates to railway crossing signals.

It is the purpose of the present invention to provide a signal of the above mentioned character wherein the signal proper is designed to somewhat represent a jumping jack, adapted to be controlled by train actuated mechanism so that it will continue to operate as long as the train passes over the crossing.

More specifically stated, the invention provides a signal wherein use is made of a member representing a flagman, adapted to be given an up and down motion as long as the train passes the crossing, with the arms of the signal member also moving simultaneously with the member proper for the purpose of sounding an audible signal carried by the arms.

In carrying out the invention I associate the signal generally with a crank shaft arranged at one side of the trackway, the shaft being connected with a reciprocating rod which is controlled by the wheels of the train in a manner whereby this rod is continuously reciprocated to actuate the signal While the train is passing the crossing.

The nature and advantages of the invention will be better understood when the following detailed description is read in connection with the accompanying drawings, the invention residing in the construction, combination and arrangement of parts as claimed.

In the drawings forming part of this application, like numerals of reference indicate similar parts in the several views, and wherein:

Figure 1 is a plan View of the trackway showing the train actuated mechanism for the signal.

Figure 2 is a view taken at a right angle to Figure 1, but longitudinally through the Serial No. 680,985.

trackway showing one of the rails of the track in elevation.

Figure 3 is an enlarged fragmentary sectional view of the signal casing and operating means.

Figure 1- is a fragmentary sectional view taken at a right angle to Figure 3.

Figure 5 is a plan view of a modified construction.

Figure 6 is a fragmentary view of another modiiied construction.

Referring to the drawings in detail, A indicates a trackway alongside of which is ararnged the signal indicated generally at B.

This signal embodies a casing 10 through which slides a vertically disposed rod 11. This rod has its lower end connected with the crank portion 12 of the transversely disposed shaft 13 which is journalled in the opposed side walls of the casing 10 and adapted to be rocked in a manner to be hereinafter described to impart an up and down movement to the vertically disposed rod 11. The rod projects an appreciable distance above the top of the casing and supports a signal member '14-. This member is preferably formed from a single piece of material and represents a flagman. Supported on the top of the casing is a cross member 16 and pivoted to the ends of this member are cross arms 17. These arms project an appreciable distance beyond the signalling member to represent the arms of the flagman, the arms 17' being crossed and connected with the vertically disposed bar 11 by a slot and pin connection 18, so when the bar 11 is raised and lowered, movement is simultaneously imparted to the arms 17 to cause the latter to move upon their pivots as will be readily understood. These arms 17 support bells or other audible signals 19 which of course are sounded incident to the movement of the arms 17.

As above stated, the signal is controlled by a train actuated mechanism which embodies an operating rod 20 arranged along one rail of the trackway. One end of this rod is connected with the opposite extremity 21 of the crank shaft, above referred to, so that as the rod 20 is reciprocated it imparts a rocking movement to the crank shaft for the purpose above stated. The rod 20 slides through guide eyes 21 arranged at spaced intervals and supported by the ties of the track, while one end of the rod slides through a substantially U-shaped member 22. Supported immediately beneath this end of the rod and between the adjacent ties of the track is a bracket 25, the center of which has pivoted thereon an tip-standing link 26. The upper end of the link is enlarged and indicated at 27 in Figure 1 and is arranged to operate within the ll-shaped member 22 above referred to. Encircling the rod 20 and arranged within the U- shaped member 22 is a coil spring 28 one end of which bears against the closed end of this member 22, while the other end or the spring bears against the collar 29 fixed to the rod 20. Also encircling the rod 20 is an additional spring 28, which has one end bearing against the El-shaped member and its other end bearing against a collar 30. These springs 28 and 28 are arranged to cooperate with the bowed spring 24 to retain the parts in the normal position shown in Figure 2, and return these parts to this position after each operation. The bowed spring ias one end connected as at 29 with the link 26 while its opposed ends are free to move longitudinallyot the trackway; The bowed spring 24 is arranged to be engaged by the wheels or the train, and as the wheels pass over the spring 24L they depress the latter to move the rod 20 in one direction. Incident to the movement of the rod'in this direction, the signal above re ferred' to is elevated, and subsequently lowered under the tension of the spring 2& when the latter resumes its normal position, it being understood that the spring 24: returns to its normal position as the wheels of each car passes oil the spring. Consequently, the vertically disposed rod 11 and its associated parts are kept in motion as long as the train continues to pass the crossing, the

I signal in its entirety somewhat representing a jumping jack, which together with the sounding of the audible signals carried by the arms 17 operate to attract the attention of those approaching the crossing. Qt course the spring 24k can be arranged at any suitable distance away from the crossing so that the signal proper can be putinto operation in ample time to warn anyone that the train is about to pass the crossing.

In the modified form of the invention, the c anl: shaft 27 is provided with a gear 28 on one end thereof, and this gear is arranged between a pair of interrupted gears 29 and 30 respectively. The latter mentioned gears however alternately mesh with the gear 28 to operate the signal B from either side of the crossing. In this connection it will be noted that the gear 29 is carried by a stub shaft- 31 having an offset termina 32 connected with the adjacent end or the operating rod Eli-l which actuated by the train mechanism 'l'roni one side ol the crossing, while the gear 30 is similarly connected with the operating rod 135 controlled by the train mechanism located at some ap propriate point along the track my at opposite sides ot the crossing. Consequently, the signal is actuated by the train when it passesover the traclrway in either direction or in other words approaching the crossing from either side thereof.

In Figure (5, I have shown a modified term of invent-ion wherein the crank portion 21 of the shaft 13 is connected with one end or a coiled spring 36, the opposite end or which is secured to the rail or to some lined point as shown in Figure (3. lVhen this spr' Lj lib is used, it will return the parts to normal position after each operation, and the springs and 28 may it desired be di Cl1S(3tl with. In other words, the springs -lt? will perform the function 01 retu *ning the rod 20 to normal position after eacn operation, and after the springs 28 and 2 are used with the spring 36, they will of course be useful in the capacity of a cushioning means to absorb the shock or jar incidei'it to the return of the rod.

While it is believed that from the foregoing description, the nature and advantages ol' the invention will be readily apparent, 1 desire to have it understood that i do not limit myself to what is herein shown and described, and that such changes may be resorted to when desired as fall within the scope of what is claimed.

Having thus described the invention, I claim:

1. In a crossing signal of the character described, a casing arranged at one side of the tracliway, a vertically disposed rod mounted to slide through the casing, a sig nailing member supported by the rod and designed to represent a tlaginan, cross memhers having slot and pin connection with said rod and projecting beyond the sides of the sigwilling member to represent the arms of a tlagman, said members having their lower ends mounted for pivoted movement, tra n actuated mechanism for reciprocating said rod, whereby the latter and said arms are given an up and down motion, and audi ble signals carried by said arms and adapted to be mounted incident to the movement thereof.

'2. In a crossing signal of the character described, a cranl: shaft arranged at one side or the rack my and mounted for rocking nmvement, a signalling member includ ing a vertically disposed rod associated with the crank portion of said sba it and adapted to be reciprocated as said sl i'lt is rocked, train actuated mechanism for controlling the movements of said shaft and including a reciprocating rod terminally connected with said shaft to actuate the latter, a bowed spring having one end connected with said reciprocating rod and its end free to slide, and said spring being arranged to be depressed by the wheels of the train to move the rod in one direction and to reverse the movement of said rod as it resumes its normal position.

In testimony whereol I affix my signa ture.

GEORGE W. COMPTON. 

